Fluid pressure brake



Jan. 25, 1938. E. R. FITCH FLUID PRESSURE BRAKE Filed Oct. 17, 1956 m mno.

min 3 Nfi INVENTOR ELLERY F\'. FITCH ATTORNEY Patented Jan. 25, 1938UNETED STATES PATENT OFFICE inghouse Air Brake Company, Wilmerding,

Pa., a corporation of Pennsylvania Application October 17,

21 Claims.

This invention relates to fluid pressure brakes and more particularly toa locomotive brake equipment of the type disclosed in U. S. Patent No.2,009,841, issued July 30, 1935, to Ellis E.

Hewitt, and in the U. S. Patent No. 2,045,2l59,

issued June 23, 1935 to Charles H. McKinstry.

In the above identified patents there is shown a locomotive brakeequipment having a distributing valve having an application portionoperative on an increase in fluid pressure to supply fluid underpressure to the brake cylinder to effect an application of the brakes.This distributing valve has an equalizing portion subject to theopposing pressures of the fluid in the brake pipe and of the fluid in apressure chamber and operative ona reduction in brake pipe pressure tosupply fluid under pressure from the pressure chamber to the applicationportion.

In the brake equipment shown in certain of the above identified patentsa delay valve is shown which is operative in one position to restrictthe rate of flow of fluid to the application portion on an emergencyapplication of the brakes, and thereby restrict the rate of build up ofbrake 25 cylinder pressure on the locomotive. This feature is valuablewhere the locomotive is employed to haul long trains, and prevents toorapid build up of brake cylinder pressure on the locomotive which mightresult in too rapid run-in of the slack in the train.

If, however, the engine is not employed to haul .a train, but is runninglight, and the delay valve is conditioned to restrict the rate of supplyof fluid to the application portion, the application of the brakes onthe locomotive may be retarded too much so as to prevent the engineerfrom stopping the locomotive as soon as necessary.

It is an object of this invention to provide a locomotive brakeequipment of the type shown in the above identified patents and havingmeans to prevent the delay valve from being operated to restrict thesupply of fluid under pressure to the application portion at a time thatthe locomotive is not employed to haul a train.

4', A further object of the invention is to provide a locomotive brakeequipment of this type having a delay valve which may be operated torestrict the rate of supply of fluid to the application portion,together with control means for the delay :a valve which is operative tocondition the delay valve to restrict the flow of fluid to theapplication portion only when the locomotive is employed to haul atrain.

Another object of the invention is to provide an improved locomotivebrake equipment of this type 1936, Serial No. 106,099

and having means automatically operative when the locomotive is notemployed to haul a train to condition the delay valve to permit therapid supply of fluid under pressure to the application portion by theequalizing portion. 6

A further object of the invention is to provide a locomotive brakeequipment of the type described and having means responsive to thepressure of the fluid supplied to the brake pipe of the train'hauled bythe locomotive for controlling operation of the delay valve incorporatedin the locomotive brake equipment.

Another object of the invention is to provide an improved locomotivebrake equipment.

Other objects of the invention and features of 5 novelty will beapparent from the following description taken in connection with theaccompanying drawing, the single figure of which is av diagrammaticview, largely in section, of a portion of a locomotive fluid pressurebrake equipment embodying my invention.

Referring to the drawing, the brake equipment shown therein comprises abrake pipe I, a brake cylinder 2, a main reservoir 4, a distributingvalve device indicated generally by the reference numeral 5, a valvedevice I, a manually operable valve device 8, a timing reservoir 9, andan engineers brake valve device shown diagramatically at H].

This locomotive brake equipment is substantially identical with thelocomotive brake equipments shown in the above identified patents,except in certain particulars, as will hereinafter more fully appear,and only such portions of the brake equipment are illustrated anddescribed herein as are essential to the understanding of thisinvention.

Referring to the drawing the distributing valve device 5 comprises anequalizing portion I2, an applicationportio-n M, a delay valve device15,40

a pressure chamber IS, an application chamber l1, and a reductionchamber l8.

The "equalizing portion l2 comprises a piston 20 which is reciprocablein a bore in the body ofthe distributing valve device 5, and has at oneside thereof a valve chamber 22 which is constantly connected by way ofa passage 24 with the pressure chambel' I 6. The piston 20 has at theother side thereof a chamber 26 which is constantly connected to thebrake pipe I by way of a branch passage and pipe 28.

The piston 20 has a piston stem 30 formed integral therewith whichoperates a main slide valve '32 mounted in the-chamber 22 and slidableupon a seat formed on the body of the distributing valve device 5.

A plunger 34 is mounted in the chamber 26 and is yieldingly urged to theleft, as viewed in the drawing, by a spring 36 so as to oppose movementof the piston 20 to the emergency position, which is the position inwhich the piston is shown in the drawing.

The application means I4 comprises a piston 40 which is mounted in abore in the body of the distributing valve device and has at one sidethereof a chamber 42, which is connected to a passage 44 which iscontrolled by the delay valve device I5. The piston 40 has at the otherside thereof a valve chamber 46 in which is mounted a slide valve 48which controls communication between the valve chamber 46 and theatmosphere by way of ports 50.

The piston 40 has a stem 52 formed integral therewith which is adaptedto engage a valve 54 which is mounted in a chamber 56, which isconstantly connected by way of a passage and. pipe 58 with the mainreservoir 4. The valve 54 is yieldingly urged by a spring 60 intoengagement with a seat rib 62 surrounding a port communicating with thechamber 56 and with the valve chamber 46. The valve chamber 46 isconstantly connected by way of a passage and pipe 64 with the brakecylinder 2.

The delay valve device I5 comprises a body having a bore therein inwhich is mounted a piston I0 having at one side thereof a valve chamberI2, which is constantly connected by way of a passage '54 with thepassage 58 and thereby with the main reservoir 4.

The piston 'ID has at the other side thereof a chamber I0 which isconstantly connected byway of a passage and pipe 18 with the timingreservoir 9 and the valve device I. A spring is mounted in the chamberI6 and yieldingly urges the piston I0 downwardly, as viewed in thedrawing, to the position in which the piston is shown, in which itengages a shoulder 19 on the body of the valve device.

The piston I0 has a stem formed integral therewith which operates aslide valve 82 mounted in the valve chamber I2 and adapted to controlcommunication with certain ports in the seat of the slide valve as willhereinafter more fully appear.

The valve device I comprises a body having a bore therein in which ismounted a piston 98 having at one side thereof a chamber 98, which isconstantly connected by way of a pipe I00 with a point on the brake pipeI, as will hereinafter more fully appear. The piston 96 has at the otherside thereof a chamber I02 which is constantly connected to theatmosphere byway of a restricted passage I04.

The piston 96 has secured thereto a valve I06 which is adapted to seatupon a seat surrounding a passage leading from a chamber I08, to whichis connected the pipe I8 leading from the delay valve device I5. Aspring H0 is mounted in the chamber I02 and yieldingly urges the piston96 to the right, as viewed in the drawing, so as to move the valve Hi6away from its seat.

The valve I06 has a stem H2 formed integral therewith and this stemloosely extends through the passage between the chambers I02 and I08 andis adapted to engage the face of a valve I I4, which is mounted in achamber H6, which is constantly connected by way of a pipe H8 with themanually operable valve device 8. The valve H4 is adapted to seat upon aseat surrounding a passage connecting the chamber H6 and the chamberI08, and is yieldingly urged to the seated position by means of a springI20. The stem H2 is of such length that when the valve I06 is seated theend of the stem H2 will maintain the valve H4 away from its seat.

The manually operable valve device 8 comprises a body having a boretherein in which is mounted a plug valve I22, which is movable betweenspaced positions by means of a handle I24. The plug valve I22 has apassage therein indicated at I26 which in one position of the handle I24establishes communication between a pipe I28 leading from the mainreservoir 4-, and the pipe H8 leading to the valve device "I, while inthe other position of the handle I24 the plug valve I22 cuts offcommunication between the pipe I28 and the pipe I I8, and the passageI20 connects the pipe 'I I8 to the atmosphere by way of a port I30.

The engineers brake valve device I0 may be constructed as shown in theabove identified pat.- ents, and controls the supply of fluid underpressure to and the release of fluid under pressure from the brake pipeI through a pipe I32 in the usual manner.

The brake pipe I extends the entire length of the locomotive and isconnected through suitable flexible hose and couplings I33 to theportion I34 of the brake pipe on the locomotive tender. An angle cockI35 is interposed in the brake pipe at the back of the tender to controlcommunication through the brake pipe, while a pipe T I39 is secured tothe angle cock I35 and has connected thereto a flexible hose andcoupling I3'I which is adapted to be connected to a similar flexiblehose and coupling I38 on a car of a train being hauled by thelocomotive.

The pipe I00 associated with the valve device I is connected to a branchof the pipe T I35 so as to communicate with the brake pipe at a point onthe side of the angle cock I35 remote from the point in the brake pipeat which the pipe I32 associated with the engineers brake valve deviceI0 communicates therewith.

In initially charging the equipment the automatic portion of theengineers brake valve device I0 may be turned to the release position,in which fluid under pressure is supplied from the main reservoir 4through the pipe I32 to the brake pipe I, and after the valve device hasbeen in this position for a time interval it is turned to the runningposition, in which fluid under pressure is supplied to the pipe I32 by afeed valve device, not shown, at the pressure carried in the brake pipe.

Fluid under pressure supplied by operation of the engineers brake valvedevice I0 to the brake pipe I flows therefrom by way of the branch pipeand passage 28 to the chamber 26 in the distributing valve device 5, andon an increase in the pressure of the fluid in this chamber the piston20 is moved to the left, as viewed in the drawing, to a position to opencommunication through the feed groove I40 to permit fluid under pressureto flow to the valve chamber 22, and therefrom by way of the passage 24to the pressure chamber I6 to charge the valve chamber 22 and thepressure chamber I6 with fluid under pressure at the pressure carried inthe brake pipe.

When the locomotive is not employed to haul a train the angle cock 435is in the closed position and the hose and coupling I3! at the rear ofthe tender is not connected to another hose and coupling, but is open tothe atmosphere. As a result the chamber 98 of the valve device I is opento the atmosphere by way of the pipe I00, and the piston 96 is moved bythe spring H0 to a position to move the valve- I06 away from its seatand to permit the valve I I4 to be moved to the seate position by thespring I20.

When the valve I06 is moved away from its seat the chamber I6 of thedelay valve device I5 is connected to the atmosphere by way of thepassage and pipe 18, the chambers I08 and I02 and the restricted passageI04. As the valve I I4 is in the seated position the supply of fluidunder pressure to the chamber I6 is cut off even though the manuallyoperated valve device 8 is in the position in which it supplies fluidunder pressure from the reservoir 4 tothe pipe I I8.

As the chamber I6 is connected to the atmosphere the piston I0 is movedupwardly to the nondelay position against the spring 80 by the higherpressure of the fluid in the chamber '12, while the slide valve 82 ismoved to the position in which the cavity I49 therein establishes acommunication between the passage I48 and the passage 44 which by-passesthe choke or restriction 552.

If at this time the engineer desires to effect an emergency applicationof the brakes he turns the automatic portion of the engineers brakevalve device I0 to the emergency position in which the supply of fluidunder pressure to the brake pipe I is cut off, and in which fluid underpressure is released from the brake pipe I at a rapid rate,

thereby producing a rapid reduction in the pressure of the fluid in thebrake pipe.

On this reduction in the pressure of the fluid in the brake pipe at anemergency rate there is a rapid reduction in the pressure of the fluidin the chamber 25 at the face of the piston 29 of the equalizing portionI2 of the distributing valve device 5, and this piston is moved to theright, as viewed in the drawing, by the fluid under pressure in thevalve chamber 22, and the piston 20 moves the plunger 34 against thespring 36 until the face of the piston 20 engages a gasket I45. On thismovement of the piston 20 the main slide valve 32 is moved to a positionin which a cavity I44 therein establishes communication between apassage I46, which communicates with the valve chamber 22 and therebywith the pressure chamber I 6, and a passage I48 leading to the delayvalve device i5 so that fluid under pressure may flow from the pressurechamber I6 and the valve chamber 22 to the passage I48.

Fluid under pressure supplied to the passage I48 flows to the delayvalve device I5 and flows at a rapid rate through the cavity I49 in theslide valve 82 to the passage 44, by-passing the choke I52. Fluid underpressure supplied to the passage 44 flows therethrough to the chamber 42at the face of the piston 40 of the application portion I4, and on anincrease in the pressure of the fluid in this chamber the piston 40 ismoved to the right, as viewed in the drawing, to the applicationposition, which is the position in which it is shown. On movement of thepiston 40 to this position the end of the stem 52 presses against thevalve 54 and moves it against the spring 60 away from the seat rib 62 soas to permit fluid under pressure supplied from the main reservoir 4 tothe chamber 56 to flow therefrom to the valve chamber 46, and thence byway of the passage 64 to the brake cylinder 2 to increase the pressureof the fluid in the brake cylinder and thereby efiect an application ofthe brakes. In this position of the piston 40 the slide valve 48 is heldin a position to cut ofi the flow of fluid from the Valve chamber 46 tothe atmosphere through the ports 50.

As fluid under pressuremay flow at a rapid rate to the applicationportion I4 the pressure of the fluid in the chamber 42 will increaserapidly, and this portion will operate to supply fluid under pressure tothe brake cylinder at a rapid rate and thereby quickly apply the brakes.

It will be seen that the valve device 7 automatically operates when thelocomotive is not employed to haul a train to insure that the delayvalve device I 5 will occupy its non-delay position and permit fluidunder pressure to be supplied at a rapid rate to the applicationportion, even though the manually operable valve device 3 is in theposition in which it would normally condition the delay valve device tomove to the delay position.

On a subsequent movement of the automatic portion of the engineers brakevalve device E0 to the release position in which fluid under pressure issupplied to the brake pipe I, there is an increase in the pressure ofthe fluid in the chamber 26 at the face of the piston 20 of theequalizing portion I2 of the distributing valve device 5, and thisportion operates as described in detail in the above identified patentsto release fluid under pressure from the chamber 42 at the face of thepiston 40 of the application portion i4, while the application portionI4 operates to release fluid under pressure from the brake cylinder 2.

The valve device 1 provided by this invention operates automaticallywhen the locomotive is employed to haul a train to permit the delayValve device I5 to be controlled by the manually operated valve device 8to restrict the rate of supply of fluid under pressure to theapplication portion I4 and thereby restrict the rate of application ofthe brakes.

When the locomotive is employed to haul a train the angle cock I35 atthe rear of the tender of the locomotive is in the open position and theflexible hose and coupling I31 on the tender is coupled to a similarflexible hose and coupling I38 on a car of the train hauled by thelocomotive so that fluid under pressure supplied to the brake pipe I onthe locomotive may flow therefrom through the angle cock I35 to theflexible hose and coupling I31 and thence to the flexible hose andcoupling I38 and the brake pipe I39 on a car of a train hauled by thelocomotive to charge the brake equipment on the cars of the train.

In addition, fluid under pressure supplied to the brake pipe I flowsthrough the angle cock I35 and thence through the pipe I 00 to thechamber 98 at the face of the piston 96 of the valve device I, and on anincrease in the pressure of the fluid in this chamber to a predeterminedvalue the piston 95 is moved to the left, as viewed in the drawing,against the spring i It to the position in which it is shown in thedrawing, in which the valve I06 is held in the seated position to cutoff communication between the chamber I08 and the chamber I02.

On movement of the piston 95 to this position the stem IIZ pressesagainsttheface of the valve II4, and moves it against the spring I20away from its seat so as to permit communication between the chamber H6and the chamber I08.

If the engineer desires to condition the locomotive brake equipment tooperate so that the application of the brakes on the locomotive will bedelayed on an emergency application of the brakes he will turn thehandle I 24 of the manu-' ally operated valve device 8 to the positionin which it is shown in the drawing, in which the plug valve I22 is in aposition in which the passage I26 establishes communication between thepipe I28 and pipe H8 so that fluid under pressure from the mainreservoir 4 may flow to the pipe H8 and through this pipe to the chamberII6 of the valve device I. Fluid under pressure supplied to the chamberII6 flows therefrom past the open valve II4 to the chamber I08, andthence through the pipe I8 to the timing reservoir 9, and to the chamberI6 at the face of the piston I of the delay valve device I to chargethese with fluid under pressure.

As the pressures on the opposite faces of the piston '50 of the delayvalve device l5 are substantially equal the piston I0 is moved by thespring 89 into engagement with the shoulder I9, thereby moving the slidevalve 82 to a position in which the cavity I49 therein no longerestablishes communication between the passage I48 and the passage 44,and in which a cavity I54 in the slide valve establishes communicationbetween the passage 44 and a passage I56 leading to the applicationchamber II.

Fluid under pressure supplied to the brake pipe I flows therefromthrough the branch pipe and passage 28 to the chamber 26 at the face ofthe piston 20 of the equalizing portion I2, and on an increase in thepressure of the fluid in this chamber the piston 20 is moved to theleft, as viewed in the drawing, so as to open communication through thefeed groove I40 to permit fluid under pressure to flow from the chamber26 through the feed groove to the valve chamber 22 and thence by way of.the passage 24 to the pressure chamber I6 to charge these chambers withfluid under pressure at the pressure carried in the brake pipe.

On a subsequent reduction in the pressure of the fluid in the brake pipeat an emergency rate to effect an emergency application of the brakes,the brake controlling valve devices on the cars of the train hauled bythe locomotive operate in the usual manner to locally vent fluid underpressure from the brake pipe and to supply fluid under pressure from thereservoirs on these cars to the brake cylinders on these cars to effectan application of the brakes thereon.

In addition, on this reduction in the pressure of the fluid in the brakepipe at an emergency rate there is a rapid reduction in the pressure ofthe fluid in the chamber 26 at the face of the piston 20 of theequalizing portion I2 of the distributing valve device 5, and thispiston is moved to the right, as viewed in the drawing, thereby movingthe slide valve 32 to the position in Which the cavity I44 thereinestablishes communication between the passage I46, which communicateswith the valve chamber 22 and thereby with the pressure chamber I6, andthe passage I48 leading to the delay valve device I5.

As the piston I0 and the slide valve 82 of the delay valve device I5 arein their delay position at this time, the cavity I49 in the slide valve82 does not establish communication between the passage I46 and thepassage 44, and fluid under pressure supplied to the passage I48 flowstherefrom to the passage I50 and at a restricted rate through therestricted portion or choke I52 to the passage 44 through which fluidflows in one direction to the chamber 42 of the application portion I4.

Fluid under pressure supplied to the passage 44 also flows therefrom inthe other direction through the cavity I54 in the slide valve 82 to thepassage I56 leading to the application portion II to increase thepressure of the fluid in this chamber.

On an increase in the pressure of the fluid in the chamber 42 of theapplication portion I4 this portion operates as described in detailabove to supply fluid under pressure from the main reservoir 4 to thebrake cylinder 2 to increase the pressure of the fluid in the brakecylinder substantially as rapidly as the pressure of the fluid in thechamber 42 is increased.

In addition, on this reduction in the pressure of the fluid in the brakepipe I to efiect an emergency application of the brakes there is areduction in the pressure of the fluid in the chamber 98 at the face ofthe piston 96 of the valve device I, and on a predetermined reduction inthe pressure of the fluid in this chamber the piston 96 is moved to theright, as Viewed in the drawing, by the spring H0. On this movement ofthe piston 96 the valve I06 is moved away from its seat, while the stem2 is moved away from the valve II4, which is moved to the seatedposition by the spring I20 to cut off the supply of fluid under pressurefrom the reservoir 4 to the chamber I08 and therefrom to the pipe andpassage I8 leading to the chamber 16 at the face of the piston I0 of thedelay valve device I5.

On movement of the valve I06 away from its seat fluid under pressureflows from the chamber I6 of the delay valve device I5 and from thetiming reservoir 9 to the chamber I08, and thence to the chamber I02from which it flows to the atmosphere at a restricted rate through therestricted passage I04.

After a time interval the pressure of the fluid in the timing reservoir9 and in the chamber I6 of the delay valve device I5 will have beenreduced by flow of fluid therefrom to the atmosphere to a value suchthat the force exerted on the piston by the fluid under pressure in thechamber I6, together with the force exerted by the spring 80, isinsuflicient to hold the piston I0 in the delay position against theopposing force of the fluid under pressure in the chamber I2, and thepiston I0 is thereupon moved upwardly, as viewed in the drawing, againstthe spring 80 to the non-delay position.

On this movement of the piston I0 the slide valve 82 is moved to aposition in which the cavity I54 therein no longer establishescommunication between the passages 44 and I56, and in which the cavityI49 therein again establishes communication between the passage I48 andthe passage 44 so that fluid under pressure supplied from the pressurechamber I6 and the valve chamber 22 to the passage I48 by the equalizingportion I2 of the distributing valve device 5 may flow from the passageI48 through the cavity I49 to the passage 44 at a rapid rate, by-passingthe choke I52, thereby rapidly increasing the pressure of the fluid inthe chamber 42 of the application portion I4 and conditioning thisportion to increase the rate of supply of fluid under pressure to thebrake cylinder 2. As the cavity I54 does not establish communicationbetween the passages 44 and I56 in this position of the slide valve 82,the supply of fluid under pressure to the application chamber I! is cutoff.

The timing reservoir 9 is of such volume, and the flow capacity of therestricted passage I04 is such, however, that the pressure of the fluidin the chamber I6 at the face of the piston 10 of the delay valve deviceI5 will not be reduced to a value low enough to permit the piston III tobe moved to the non-delay position until after this piston has been inthe delay position for a period of time long enough to permit asubstantial pressure to be developed in the brake cylinder 2 of thelocomotive and to permit the slack in the train to gather.

On a subsequent movement of the automatic portion of the engineers brakevalve device III to the release position, in which fluid under pressureis supplied to the brake pipe I there is an increase in the pressure ofthe fluid in the chamber 26 at the face of the piston 2!] of theequalizing portion I2 of the distributing valve device 5, and thisportion operates as described in detail in the above identified patentsto release fluid under pressure from the chamber 42 at the face of thepiston 40 of the application portion I4, and from the applicationchamber II, while the application portion I4 operates to release fluidunder pressure from the brake cylinder 2.

On the supply of fluid under pressure to the brake pipe I on thelocomotive fluid flows therefrom through the angle cock I35 to the brakepipe on the cars of the train hauled by the locomotive, and efiects therelease of the brakes on these cars and the recharge of the brake equip--ment thereon in the usual manner.

. I, and on a predetermined increase in the pressure of the fluid inthis chamber the piston 96 is again moved to the left,.as viewed in thedrawing, against the opposing force of the spring I so as to move thevalve IIlB to the seated position. On movement of the piston 96 to thisposition the end of the stem II 2 presses against the valve H4 and movesit against the spring I20 away from its seat to again permit fluid underpressure supplied from the main reservoir 4 through the manuallyoperated valve device 8 to the pipe H8 and the chamber IIB to flowtherefrom to the chamber I 08 and to the pipe and passage I8 leading tothe timing reservoir 9 and to the chamber I6 at the face of the piston10 to charge these with fluid under pressure at the pressure carried inthe reservoir 4.

On a predetermined increase in the pressure of the fluid in the chamberI6 the piston 10 is again moved downwardly by the spring 80, therebymoving the slide valve 82 to the delay position to restrict the rate ofincrease in the pressure of the fluid supplied to the chamber 42 of theapplication portion I4 on an emergency application of the brakes;

If while the locomotive is employed to haul a train the engineer wishesto condition the 10- comotive brake equipment to provide a rapidapplication of the brakes on the loco-motive he turns the handle I24 ofthe manually operated valve device 8 to the non-delay position. When thehandle I24 is turned to this position the plug valve I22 is turned to aposition in which it cuts ofi the flo-w of fluid from the pipe I28 tothe pipe H8, and in which the passage I26 connects the pipe I I8 to theatmospheric port I30.

As the pipe I I8 is connected to the atmosphere the fluid under pressurepresent in the chamber I6 of the delay valve device I and in the timingreservoir 9 may escape to the atmosphere by way of the passage and pipeI8, the chamber I08,

past the open valve H4 to the chamber I I6, and thence to the pipe II8.On the release'of fluid from the chamber I6, the piston III is movedfrom the delay position to the non-delay position by the fluid underpressure in the valve chamber I2, and the slide valve 82 is moved to theposition to permit the rapid supply of fluid under pressure to theapplication portion I4 by the equalizing portion I2 on a subsequentemergency application of the brakes.

It will be seen that when the locomotive is not employed to haul a trainthe valve device I operates automatically to cause the delay valvedevice I5 to occupy its non-delay position even though the manuallyoperated valve device 8v is in the position in which it would operatenormally to condition the delay valve device to delay the application ofthe brakes on the locomotive on an emergency application of the brakeson the train.

It will be seen also that when the locomotive is employed to haul atrain the valve device 'I operates to restore control of the delay valvedevice I5 to the engineer, and permits him to condition the equipment toproduceeither a rapid or slow application of the brakes on thelocomotive on an emergency application of the brakes on the train. y

While one embodiment of the improved locomotive brake equipment providedby this invention has been illustrated and described in detail, .itshould be understood that the invention is not limited to these detailsof construction and that numerous changes and. modifications may be madewithout departing from the scope of the following claims.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. In a locomotive brake equipment, in com bination, valve meansoperative to efiect an ap-, plication of the brakes on the locomotive,delay means operative to limit the rate at which the application of thebrakes is effected, and means operative upon separation of thelocomotive from another vehicle to render said delay means ineffectiveto limit the rate of brake application on the locomotive.

2. In a locomotive brake equipment, in combination, a brake pipe, valvemeans operative upon a reduction in brake pipe pressure for effecting afluid pressure application of the brakes on the locomotive, delay meansoperative to restrict the rate of build up of fluid pressure ineffecting an application of the brakes, and means operative upon areduction in brake pipe pressure for rendering said delay meansineffective to restrict the rate of build up of fluid pressure.

3. In a locomotive brake equipment, in combination, a brake pipe,valve'means operative upon a reduction in brake pipe pressure foreffecting a fluid pressure application of the brakes on the locomotive,delay means operative to restrict the rate of. build up of fluidpressure in effecting an application of the brakes, and means operativeupon a reduction in brake pipe pressure after a predetermined period oftime for rendering said delay means ineffective to restrict the rate ofbuild up of fluid pressure.

4. In a locomotive brake equipment, in combination, a brake pipe, brakecylinder, valve means operative to supply fluid under pressure to thebrake cylinder to effect an application of the brakes on the locomotive,delay means operativ to restrict the rate at which said valve meanssupplies fluid under pressure to the brake cylinder, and means operativeupon a prolonged reduction in brake pipe pressure after a predeterminedperiod of time for rendering said rate restricting means inefiective todelay the rate at which fluid under pressure is supplied to the brakecylinder.

5. In a locomotive brake equipment, in com bination, a brake pipe, valvemeans operative to efiect a fluid pressure application of the brakes onthe locomotive, delay valve means operative to restrict the rate ofbuild up of fluid pressure in applying the brakes and movable to aposition in which the build up in fluid pressure in applying the brakesis at a faster rate, and means for effecting movement of said delayvalve means to said position upon a reduction in brake pipe pressure andafter a predetermined period of time.

6. In a locomotive brake equipment, in combination, a brake pipe, valvemeans operative to effect a fluid pressure application of the brakes onthe locomotive, delay valve means operative to restrict the rate ofbuild up of fluid pressure in applying the brakes and movable on areduction in the pressure of the fluid in a chamber to a position inwhich the build up in fluid pressure in applying the brakes is at afaster rate, and valve means operated upon a predetermined reduction inbrake pipe pressure for venting fluid under pressure from said chamberat a restricted rate.

7. In a locomotive brake equipment, in combination, a brake pipe, valvemeans operative to effect a fluid pressure application of the brakes onthe locomotive, delay valve means operative to restrict the rate ofbuild up of fluid pressure in applying the brakes and movable on areduction in the pressure of the fluid in a chamber to a position inwhich the build up in fluid pressure in applying the brakes is at afaster rate, and valve means operated upon a predetermined reduction inbrake pipe pressure for venting fluid under pressure from said chamberat a restricted rate, said valve means being connected to the brake pipeat a point which is open to the atmosphere when the locomotive is notconnected to another vehicle.

8. In a locomotive brake equipment, in combination, a brake pipe, valvemeans operative to efiect a fluid pressure application of the brakes onthe locomotive, delay valve means operative to restrict the rate ofbuild up of fluid pressure in applying the brakes and movable on areduction in the pressure of the fluid in a chamber to a position inwhich the build up in fluid pressure in applying the brakes is at afaster rate, and valve means operated upon a predetermined reduction inbrake pipe pressure for venting fluid under pressure from said chamberat a restricted rate, said valve means being connected to the brake pipeat the flexible hose side of the brake pipe.

9. 'In a locomotive brake equipment, in combination, a brake pipe on thelocomotive having a portion which is charged with fluid under pressureonly when the locomotive is coupled to a train, a brake cylinder,application means operative on an increase in fluid pressure to effectan application of the brakes, valve means for supplying fluid underpressure to said application 7' means, and means responsive to thepressure of the fluid in said portion of the brake pipe for controllingthe rate of supply of fluid by said valve means to said applicationmeans.

10. In a locomotive brake equipment, in combination, a brake pipe on thelocomotive having a portion which is charged with fluid under pressureonly when the locomotive is coupled to a train, a brake cylinder,application means operative on an increase in fluid pressure to effectan application of the brakes, valve means for supplying fluid underpressure to said application means, and means subject to and operatedonly on a predetermined increase in the pressure of the fluid in saidbrake pipe portion to restrict the rate of supply of fluid by said valvemeans to said application means.

11. In a locomotive brake equipment, in combination, a brake pipe on thelocomotive having a portion which is charged with fluid under pressureonly when the locomotive is coupled to a train, a brake cylinder,application means operative on an increase in fluid pressure to effectan application of the brakes, valve means for supplying fluid underpressure to said application means, means operative on an increase inthe pressure of the fluid in a chamber to restrict the rate of supply offluid by said valve means to said application means, and means subjectto and operated only on a predetermined increase in the pressure of thefluid in said brake pipe portion to permit the supply of fluid to saidchamber.

12. In a locomotive brake equipment, in combination, a brake pipe on thelocomotive having a portion which is charged with fluid under pressureonly when the locomotive is coupled to a train, a brake cylinder,application means operative on an increase in fluid pressure to effectan application of the brakes, valve means for supplying fluid underpressure to said application means, means responsive to the pressure ofthe fluid in a chamber for controlling the rate of supply of fluid bysaid valve means to said application means, and means responsive to thepressure of the fluid in said brake pipe portion for controlling thesupply of fluid to and the release of fluid from said chamber.

13. In a locomotive fluid pressure brake equipment, a pressure chamber,a brake pipe on the locomotive, a valve controlling the flow of fluidthrough said brake pipe, means on the locomotive for supplying fluidunder pressure to the brake pipe at a point on one side of the saidvalve, application means operative on an increase in fluid pressure toeffect an application of the brakes, valve means subject to the opposingpressures of the fluid in the brake pipe and of the fluid in thepressure chamber for supplying fluid under pressure from the pressurechamber to a communication through which fluid may be supplied to theapplication means, a restriction for controlling the rate of flow offluid through said communication to the application means, a valvedevice subject to the pressure of the fluid in an operating chamber forcontrolling a by-pass passage around said restriction, and meansresponsive to the pressure of the fluid in the brake pipe at a point onthe side of the valve therein remote from the point on the pipe to whichfluid is supplied thereto for controlling the supply of fluid to saidoperating chamber.

14. In a locomotive fluid pressure brake equipment, in combination, abrake pipe on the locomotive, a valve interposed in said brake pipe forcontrolling the flow of fluid through said brake pipe, means on thelocomotive for supplying fluid under pressure to said brake pipe at apoint therein on one side of said valve, application means operative onan increase in fluid pressure to efiect an application of the brakes, apressure chamber, valve means subject to the opposing ressures of thefluid in the brake pipe and of the fluid in thepressure chamber forsupplying fluid under pressure from the pressure chamber to a passagethrough which fluid is supplied to the application means, and meansresponsive to the pressure of the fluid in the brake pipe at a point onthe side of the valve therein opposite from the point at which fluid issupplied thereto for controlling the rate of supply of fluid by saidvalve means to said application'means through said passage.

15. In a locomotive fluid pressure brake equipment, in combination, abrake pipe on the locomotive, a valve interposed in said brake pipe forI controlling the flow of fluid through said brake pipe, supply means onthe locomotive for supplying fluid under pressure to said brake pipe ata pressure to effect an application of the brakes, a

pressure chamber, valve means subject to the opposing pressures of thefluid in the brake pipe and of the fluid in the pressure chamber forsupplying fluid under pressure from the pressure chamber to a passagethrough which fluid is supplied to the application means, a valve devicesubject to the pressure of the fluid in a chamber for controlling thesupply of fluid to said application means by said valve means throughsaid passage, means for supplying fluid to said chamber from the brakepipe at a point therein on the side of the valve therein opposite thepoint at which fluid is supplied to said brake pipe by said supplymeans, and a by-pass passage extending around said valve device throughwhich fluid may flow from said valve means to said application means ata restricted rate.

16. In a locomotive fluid pressure brake equipment, in combination, abrake pipe on the locomotive, a valve interposed in said brake pipe forcontrolling the flow of fluid through said brake pipe, supply means onthe locomotive for supplying fluid under pressure to said brake pipe ata point therein on one side of said valve, application means operativeon an increase in fluid pressure to effect an application of the brakes,a pressure chamber, valve means subject to the opposing pressures of thefluid in the brake pipe and of the fluid in the pressure chamber forsupplying fluid under pressure from the pressure chamber to a passagethrough which fluid supplied to the application means, a valve devicesubject to the pressure of the fluid in a chamber for controlling therate of supply of fluid by said valve means to said application meansthrough said passage, manually controlled means for supplying fluidunder pressure to said chamber, and means responsive to the pressure ofthe fluid in the brake pipe at a point on the side of the valve thereinopposite the point at which fluid is supplied thereto by said supplymeans for controlling the supply of fluid to said chamber by saidmanually controlled means.

17. In a locomotive fluid pressure brake equipment, in combination, abrake pipe on the locomotive, a valve interposed in said brake pipe forcontrolling the flow of fluid through said brake pipe, supply means onthe locomotive for supplying fluid under pressure to said brake pipe ata point therein on one side of said valve, applicasure to efiect anapplication of the brakes, a

pressure chamber, valve means subject to the opposing pressures of thefluid in the brake pipe and of the fluid in the pressure chamber forsupplying fluid under pressure to a passage through which fluid'may besupplied to the application means, and means responsive to the pressureof the fluid in the brake pipe at a point on the side of the valvetherein opposite from the point at which fluid is supplied thereto bysaid supply means for controlling the rate of supply of fluid by saidvalve means to said application means through said passage.

18. In a locomotive fluid pressure brake equipment, in'combination, abrake'pipe on the locomotive, a valve interposed in said brake pipe forcontrolling the flow oi fluid through said brake pipe, supply means onthe locomotive for supplying fluid under pressure to said brake pipe ata point therein on one side of said valve, a'ppiication means operativeon an increase in fluid pressure to effect an application of the brakes,a pressure chamber, valve means subject to the opposing pressures of thefluid in the brake pipe and of the fluid in the pressure chamber forsupplying fluid under pressure from the pressure chamber to a passagethrough which fluid is supplied to the application means, a valvedevicesubject to the pressure of the fluid in a chamber for controllingthe rate of supply of fluid by said valve means to said applicationmeans through said passage, said valve device being operative on areduction in pressure in said chamber to permit fluid to be supplied tosaid application means at a rapid rate, and means subject to andoperated upon a reduction in pressure of the fluid in the brake pipe ata point therein on the side of the valve therein remote from the pointof supply of fluid thereto by said supply means for releasing fluid fromsaid chamber.

ment, in combination, a brake pipe on the locomotive, a valve interposedin said brake pipe for controlling the flow of fluid through said brakepipe, supply means on the locomotive for supplying fluid under pressureto said brake pipe at a point therein on one side of said valve,application means operative on an increase in fluid pressure to effectan application of the brakes, a pressure chamber, valve means subject tothe opposing pressures of the fluid in the brake pipe and of the fluidin the pressure chamber for supplying fluid under pressure from thepressure chamber to a passage through which fluid is supplied to theapplication means, a valve device subject to the pressure of the fluidin a chamber for controlling the rate of supply of fluid by said valvemeans to said application means through said passage, said valve devicebeing operative on an increase in pressure in said chamber to restrictthe rate at which fluid may be supplied to said application means bysaid valve means, and means subject to and operated on a predeterminedincrease in the pressure of the fluid in the brake pipe at a pointtherein on the side of the valve therein remote from the point of supplyof fluid thereto by said supply means for supplying fluid under pressureto said chamber.

20. In a locomotive fluid pressure brake equipment, in combination, abrake pipe on the locomotive, a valve interposed in said brake pipe forcontrolling the flow of fluid through said brake pipe, supply means onthe locomotive for supply- 19. In a, locomotive fluid pressure brakeequip- I ing fluid under pressure to said brake pipe at a point thereinon one side of said valve, application means operative on an increase influid pressure to efiect an application of the brakes, a pressurechamber, valve means subject to the opposing pressures of the fluid inthe brake pipe and of the fluid in the pressure chamber for supplyingfluid under pressure from the pressure chamber to a passage throughwhich fluid is supplied to the application means, a timing reservoir, avalve device responsive to the pressure of the fluid in said reservoirfor controlling the rate of supply of fluid by said valve means to saidapplication means through said passage, and means responsive to thepressure of the fluid in the brake pipe at a point therein on the sideof the valve therein remote from the point at which fluid is supplied tothe brake pipe by said supply means for controlling the supply of fluidto said timing reservoir and for also releasing fluid from saidreservoir at a restricted rate.

21. In a locomotive fluid pressure brake equipment, in combination, abrake pipe on the locomotive, a valve interposed in said brake pipe forcontrolling the flow of fluid through said brake pipe, supply means onthe locomotive for supplying fluid under pressure tosaid brake pipe at apoint therein on one side of said valve, application means operative onan increase in fluid pressure to efiect an application of the brakes, apressure chamber, valve means subject to the opposing pressures of thefluid in the brake pipe and of the fluid in the pressure chamber forsupplying fluid under pressure from the pressure chamber to a passagethrough which fluid is supplied to the application means, a timingreservoir, a valve device responsive to the pressure of the fluid insaid reservoir for controlling the rate of supply of fluid by said valvemeans to said application means through said passage, means responsiveto the pressure of the fluid in the brake pipe at a point therein on theside of the valve therein remote from the point at Which fluid issupplied to the brake pipe by said supply means for controlling thesupply of fluid to said timing reservoir and for also releasing fluidfrom said reservoir at a restricted rate, and manually controlled meansfor controlling the supply of fluid to said reservoir by said means.

ELLERY R. FITCH.

